Skid stop



Jan, 6, 1925.

R. F. WOOD SKID STOP 2 Sheets-Sheet 1 7 Filed Oct. 25. 1924 m N L Patented Jan, 5, 1925,

UNITED STATES BOBERT F. WOOD, OF LAKEWOCD, OHIO.

sKrn savor.

Application filed. October 25, 1924. Serial No. 745,916.

To allwhom it may concern:

Be it known that 1, ROBERT F. WooD, a citizen of the United States, residing at Lakewood, in the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Skid Stops, of which the following is a specification, reference being had to the accompanying drawmgs.

This invention relates to skid stops for use in checking the motion of railway cars.

An important object of the invention is to provide a device adapted to receive the wheels of a railway car and having means for checking movement of the wheels, the construction of the device being such that when the movement of the wheels is checked the device applies friction to the rails upon which the wheels normally operate and shifts with the car to check the motion thereof by the friction thus applied.

A further object of the invention is to provide a device of this character in which the amount of friction applied to check the motion of the car is greatly increased and accordingly the car checked in a shorter distance than with ordinary devices of this character.

A further object of the invention is to provide a device of this character so con structed that a positive stop may be applied to the rails to check the motion of the skid stop, thus insuring stopping of the car engaged therewith.

A still further object of the invention is to produce a device of this character which may be readily applied to the rails, which may be cheaply manufactured, and which will be durable and efficient in service.

These and other objects I attain by the construction shown in the accompanying drawings, wherein for the purpose of illustration is shown a preferred embodiment of my invention and wherein Figure 1 is a side elevation showing a skid stop constructed in accordance with my invention in its normal position upon a rail, a wheel W being shown in the position thereon which it usually assumes after the car is stopped;

Figure 2 is a side elevation, partially in section, of the skid stop showing the wheel in engagement with the positive stop 11 and the positions of the skids of the stop Figure 3 is vertical longitudinal sectional view taken through one of the skids of the skid stop; I

Figure a is a transverse sectional view through the skid stop;

Figure 5 is a transverse sectional View through the rail showing the construction of the guiding members 14:.

Referring now more particularly to the drawings, the device consists of a pair of wheel-receiving inclines 10, each provided at its inner end with an upturned portion 11 against which a wheel W engaged therewith is adapted to be received and fit to positively check motion of the wheel with relation to the incline. These wheel-receiving inclines 10 seat upon the upper surface of the head 12 of a rail and have engagement therewith from the outer end 13 thereof to a point spaced from the inner end a distance such that the center of gravity of the wheel, designated by vertical lines G, lies beyond such inner end from the innermost point of support. At its outer end each incline 10 is provided with pairs of longitudinally spaced guides 14 engaging the side faces of the rail head 12 and having at their lower ends inturned flanges 15 directed toward the rail web 16 and vertically spaced below the lower face of the rail head 12 when the outer end of the incline is flatly engaged with the head of the rail.

The inner end portion of each incline is provided with downwardly extending flanges 17 slidably engaging against the side faces of the rail head and having at their outer ends inwardly directed lugs 18, the under surfaces of which, when the skid stop is in normal position ready to receive the wheel of a car, lie beneath the rail head and at their rear ends are substantially in contact with the under surface of the rail head. The separation of the upper surfaces 19 of these lugs and the opposed under surface of the rail head increases toward the outer end of the lugs. The limit of contact of the inner end of the under surface of the inclines 10 with the rail lies either directly above the inner end of the lugs 18 or toward the inner end from such point, and this point of contact is preferably established by providing upon the upper surface of the rail a member 20 having sliding engagement with such upper surface and having in its upper surface an arcuately curved transversely extending notch 21 remediate stops 25 and 26 secured to the webs 16 of the rails. The operation of the clevice is substantially as follows: When the wheel of a car passes over the outer ends of the incline and arrives at the inner ends, it comes into engagement with the stops 11. At this point the incline, being unsupported, tends to move downwardly at its inner end and upwardly at its outer end, the notch and lug 21 and 22 forming a pivot. This rockmg motion brings the upper surfaces 19 of the lugs 18 fairly into engagement with the under surfaces of the rail heads, thus causing friction between the lugs and the rail heads. At the same time the weight of the car is applied downwardly upon the member 20 tothe upper surface of the rail head and the rail is thus grasped between these elements and a considerable friction set up. This friction will soon overcome the momentum of the car, and when this momentum is fully overcome the wheel will usually move toward the outer end of the inclines until it comes into engagement with the chock lugs 2t thereof when its movement will be checked. In event the frictional engagement set up is not sufiicient to completely check the momentum of the car, the lugs 18 will be brought into engagement with the positive stop 27. It will be noted that, due tothe leverage exerted by applying the weight of the car beyond the point of tilt of the inclines 10, the frictional resistance which would ordinarily be set up by the weight of the car is considerably increased and accordingly the positive stops 2'? will but seldom come in use. The stops 26 are merely provided for the purpose of limiting the forward setting of the skid stop.

*lhe device as above described is capable of a considerable range of change and modification without materially departing from therspirit of my invention, and I accordingly donot limit myself to such specific structure as hereinbefore set forth except as hereinafter claimed.

I claim i 1. A skid stop for railway cars comprising a pair of wheel-receiving inclines adapted to simultaneously receive the wheels at opposite endsof the same axle of a railwayv car, sa d inclines having engagement with the rail from the outer ends thereof to a point spaced from the inner end and inward- 1y of said point being in spaced relation to the rail at inner ends of the inclines and being provided with positive wheel stops checking movement of the wheels with rela 'tion to the inclines when the center of gravity of the wheel is inwardly of the innermost point of supporting engagement of the inclines with the rails, and means carried by said inclines and brought into engagernent with the rails upon downward movement of the inner ends of the inclines to apply friction to therails.

2. A skid stop for railway cars comprising a pair of wheel-receiving inclines adapted to simultaneously receive the wheels at opposite ends of the same axle of a railway car, said inclines having engagement with the rail from the outer ends thereof to a point spaced from the'inner end and inwardly of said point being in spaced relation to the rail at inner ends of the inclines and being provided with positive wheel stops checking movement of the wheels with relation to the inclines when the center of gravity of the wheel is inwardly of the mnermost pomt'of supportmg engagement of the inclines-with the rails, means carried by said inclines and brought into. engagement with the rails upon downward movement of the inner ends of .the inclines to apply friction to the rails, and means'at opposite ends of the inclines engaging the rail and maintaining the inclines in alignment with the rail during oscillation thereof upon the rail. r

3. Askid stop for railway cars comprising a pair of wheel-receiving inclines adapted to simultaneously receive the wheels at opposite ends of the same axle of a railway car, said inclines having engagement with the rail from the outer ends thereof'to a.

point spaced from the inner end and in means at opposite ends ofthe inclines engaging the rail and maintaining the inclines in alignment with the rail during oscillation thereofupon the rail, the last named means at the inner end of the rail supporting and positioning said means for applying friction.

4;. A skid stop for railway cars comprising a pair of wheel-receiving, inclines adapted to simultaneously receive the wheelsat relation to the inclines when the opposite ends of the same axle of a railway car said inclines having engagement with the rail from the outer ends thereof to a point spaced from the inner end and inwardly of said point being in spaced relation to the rail at inner ends of the inclines and being provided with positive wheel stops checking movement of the wheels with relation to the inclines when the center of gravity of the wheel is in wardly of the innermost point of supporting engagement of the inclines with the rails, means carried by said inclines and brought into engagement with the rails upon downward movement of the inner ends of the inclines to apply friction to the rails, and means at opposite ends of the inclines engaging the rail and maintaining the inclines in alignment with the rail during oscillation thereof upon the rail, said means at the inner end of the rail comprising flanges engaging opposite faces of the rails, the lower ends of said flanges having inwardly extending lugs lying beneath and normally in spaced relation. to the under surface of the rail head and forming said means for applying friction.

5. A skid stop for railway cars comprising a pair of wheel-receiving inclines adapted to simultaneously receive the wheels at opposite ends of the same axle of a railway car, said inclines having engagement with the rail from the outer ends thereof to a point spaced from the inner end and inwardly of said point being in spaced relation to the rail at inner ends of the inclines and being provided with positive wheel stops checking movement of the wheels with relation to the inclines when the center of gravity of the wheel is inwardly of the innermost point of supporting engagement of the inclines with the rails, means carried by said inclines and brought into engagement with the rails upon downward movement of the inner ends of the inclines to apply friction to the rails, and means for positively checking motion of the incline upon the rail.

6. A skid stop for railway cars comprising a pair of wheel-receiving inclines adapted to simultaneously receive the wheels at opposite ends of the same axle of a railway car, said inclines having engagement with the rail from the outer ends thereof to a point spaced from the inner end and inwardly of said point being in spaced relation to the rail at inner ends of the inclines and being provided with positive wheel stops checking movement of the wheels with relation to the inclines when the center of gravity of the wheel is inwardly of the innermost point of supporting engagement of the inclines with the rails, means carried by said inclines and brought into engagement with the rails upon downward movement of the inner ends of the inclines to apply friction to the rails, each of said inclines having upon its upper surface adjacent its outer end means for limiting return movement of a Wheel thereon and a skid stop, and a pair of chock lugs arranged upon the upper surface of the rails in alignment with one another, a pair of inclines each engaging the rail at its outer lower end and each extending over and having pivotal engagement with the upper surface of the chock lug, the inner ends of said inclines being provided with positive stops checking motion of a wheel thereover.

7. A skid stop for railway cars c0mprising a pair of wheel-receiving inclines adapted to simultaneously receive the wheels at opposite ends of the same axle of a rail way car, said inclines having engagement with the rail from the outer ends thereof to a point spaced from the inner end and inwardly of said point being in spaced relation to the rail at inner ends of the inclines and being provided with positive wheel stops checking movement of the wheels with relation to the inclines when the center of gravity of the wheel is inwardly of the innermost point of supporting engagement of the inclines with the rails, means carried by said inclines and brought into engagement with the rails upon downward movement of the inner ends of the inclines to apply friction to the rails, each of said inclines having upon its upper surface adjacent its outer end means for limiting return movement of a wheel thereon and a skid stop, a pair of chock lugs arranged upon the upper sur face of the rails in alignment with one another, a pair of inclines each engaging the rail at its outer lower end and each extending over and having pivotal engagement with the upper surface of the chock lug, the inner ends of said inclines being provided with positive stops checking motion of a wheel thereover when the center of gravity of the wheel has passed the point of pivotal engagement between the incline and the chock lug, and means carried by the inclines and engaged with the under surface of the rail head when the inner end of the incline is moved downwardly for applying friction thereto.

In testimony whereof I hereunto afiix my signature.

ROBERT F. WOOD 

